The Active Air Skirt is designed to add precious miles to an electric car’s driving range – or enable it to go faster…
Hyundai and Kia have applied to patent the Active Air Skirt (AAS), a device helping extend electric vehicle range by allowing a car to slip more easily through the air.
The AAS directs moving air from below the car’s front bumper to the wheel arches, reducing under-vehicle turbulence while at speeds above 80km/h.
It uses a pair of moving flaps, which cannot be seen under normal circumstances, to cover the front tyres according to vehicle speed.
The flaps retract to their original position – exposing the front tyres – when sensors detect wind resistance against the vehicle is stronger than the car’s forward motion.
The system operates at 80km/h or above, but won’t retract until 70km/h, the different speeds are intended to reduce frequent opening and closing as speed changes.
The benefits, says the joint Hyundai and Kia statement, include greater electric battery range and improved stability meaning less power is needed to move the vehicle forward. Data shows a 2.8 per cent improvement in aerodynamic efficiency.
Tests in the Genesis GV60 – Genesis being the luxury Hyundai Motor Group’s luxury brand – show the AAS system added around six kilometres to
the GV60’s official 466km range.
The device only covers the front tyres – not the entire vehicle’s front – as the Hyundai/Kia E-GMP (Electric Global Modular Platform) floor used by the GV60 is already flat, making it highly efficient at controlling airflow.
The EGMP also underpins the Hyundai Ioniq 5 and Ioniq 6 as well as the Kia EV5 and EV6 electric cars.
Further benefits of the AAS include reduced wind noise – especially critical for car makers to control in electric cars given the lack of engine noise.
While an energy-saving device, the AAS can also deliver benefits to high-performance driving, functioning at up to 200km/h. It provides an increase in downforce – the air pushing the car to the ground – to improve traction, also meaning faster cornering speeds.
This also means better stability at higher speeds, the statement says.
Many car makers have used moving components to improve airflow – known as ‘active aerodynamics’ – but Hyundai and Kia say they are focussed on such technology as an effective way to enhance electric vehicle capability.
The AAS is one of a number of aerodynamic experiments being undertaken by Hyundai and Kia, who are looking into air flaps, wheel air curtains and wheel gap reducers.
The category will also allow the car maker to experiment and develop its new ‘N performance parts’ to suit electric cars, showcased by the Hyundai N NXP1 concept car.
In a speech to industry executives, Toyota Chairman Akio Toyoda predicted the global new-car market for electric vehicles will be limited.
The chairman of Toyota predicts electric vehicles will only ever make up 30 per cent of global new-car sales.
Akio Toyoda, chairman and former CEO of Toyota, told the audience at a business event he believes hybrid, hydrogen fuel-cell, and hydrogen combustion engines will form the other 70 per cent of the market, according to company magazine Toyota Times.
Mr Toyoda said the solution to “climb the mountain of carbon neutrality is related to each country’s energy situation”.
“However, one billion people around the world live in areas without electricity. In the case of Toyota, we also supply vehicles to these regions, so a single [battery-electric vehicle] option cannot provide transportation for everyone,” he said in the translated speech.
“That’s why I try to have a variety of options [within Toyota’s line-up].”
Toyota has faced criticism from environmental groups in recent years for resisting the industry trend to move its entire model line-up to electric – instead insisting on continuing to develop hybrid and hydrogen technologies alongside electric vehicles.
“No matter how much progress [battery-electric vehicles] make, I think they will still only have a 30 per cent market share,” Mr Toyoda said.
“Then, the remaining 70 per cent will be [hybrid-electric vehicles], [hydrogen fuel-cell vehicles], and hydrogen engines. And I think [internal-combustion] engine cars will definitely remain.”
Mr Toyoda added that he believed the split would be driven by buyers, rather than “regulatory values or political power”.
“Japan has its own way of doing things. I don’t think the correct answer is to try to imitate the West in everything. I believe that if we continue to be chosen by the market and customers, the future will definitely change.”
In January 1998, then Drive editor Phil Scott primed Australians for the imminent invasion to our shores of big American pick-up trucks
Story by Phil Scott originally published in Drive on 25 January, 1998.
Quick quiz: January 16 (1998) marked the 50th birthday of the largest-selling vehicle in history. Can you name it?
Here’s a clue: as American as a Big Mac with fries, it’s as big as all-Texas and ranks right up there with Levi’s and Coke as an icon of American culture.
For sales achievement, as well as sheer stature, this vee-hickle dwarfs the world’s biggest-selling cars, the Beetle, the Mini and the Model T.
It’s the Ford F-Series pick-up truck and it’s being primed for sale in Australia next year.
Big, blunt-nosed and chromey, with the emphasis on under-bonnet cubic inches, the F-Series has outsold every rival ‘truck’ – and car – in North America for the past 16 years.
Since 1948, 26 million have been sold – quite a few without shotgun racks on the rear parcel shelf.
Where it all began, a 1948 Ford F-3 pick-up
The F-Series is visible proof Americans haven’t downsized. The Toyota Camry may be the biggest-selling car in the US, but the F-Series pick-up outsells it nearly two to one.
Cars have fallen behind so far, they now account for little more than half the market. Ford and Chrysler sell more trucks than cars in North America.
For bulk, even the baby of Ford’s range, the F-150, makes a Mitsubishi Pajero 4WD look demure. In turn, the F-150 is a mere shadow compared with the Chevrolet Suburban.
This nine-seater Chevy blocks out the sun. Against the tape measure it outdoes even the US military’s Hummer to claim the title of World’s Biggest Four-Wheel Drive.
The Suburban arrives in Australia next month – wearing a Holden badge.
For both Ford and General Motors, importing the big American iron is an experiment. The continuing truck boom (which includes 4WD wagons as well as pick-up trucks) has brought bumper profits in the US, where fuel costs a buck a gallon, roughly 45¢ a litre in Australian currency.
Test marketing these monster trucks makes sense, although our sagging dollar and more expensive fuel weigh heavily. Australians show a distinct preference for big, grunty cars and big, grunty Japanese four-wheel drives.
For those buyers, fuel economy doesn’t seem to matter, so why not XXXL American monster trucks?
North America’s obsession with the things grows weirder and bigger by the day. Consider the accessories. Sales of platinum grille ornaments, neon licence plate frames, big chrome wheels and other decorative stuff amounted to $7.5 billion last year. This is up 45 per cent, according to the Detroit News.
My favourite truck story occurred at an international media conference to launch the F-150 in Detroit.
“Three thangs a man needs,” a good ol’ boy drawled from the big screen, “are the Good Lord, a good woman… and a good pick-up truck.”
Stunned silence followed before the international audience roared and fell about, leaving the hosts perplexed.
Dang, the man in the string tie and Stetson was only statin’ the obvious.
The numbers truly are so big they’re causing an outbreak of what the Detroit trade press calls “truck anxiety”. The Big Three are now so dependent on trucks for profit they fear any form of backlash.
Recent articles in the New York Times have them rattled. The paper has been scathing in its attacks on big trucks as profligate users of fuel and gross polluters. They have easier smog rules to meet than those applying to cars.
The fear in Detroit is that social conscience may render the big truck era as redundant as tail fins, whitewalls and chrome spinner hubcaps.
Earlier this month, Ford announced all its 1998 model trucks would be re-engineered to cut smog emissions by half, entitling them to be classified as Low Emission Vehicles.
For now, that move seems like an overreaction. Where trucks accounted for 30 per cent of North American vehicle sales a decade ago, last year it was 46 per cent and rising.
Last year, about 750,000 F-Series found new homes as the American truck market, fuelled by cheap petrol, roared to its fifth successive record.
Toyota is building a copycat US-style truck, the T-100, in an effort to compete. Mercedes-Benz, which makes the M-Class off-road vehicle in Alabama, has also given serious consideration to making a Benz-branded pick-up in the same factory.
But, why?
The stereotype Texan remains a big truck buyer but the boom long ago bypassed its rural, redneck origins.
Last year 90 per cent of pick-up trucks were sold to private buyers. Only one-third used them for any sort of work and just 13 per cent bought pick-ups purely to earn a living.
“The old demographic stereotypes are obsolete,” says Ford’s strategic marketing analyst Joel Pitcoff. “They’re commonplace in the driveways of suburban subdivisions.”
The majority of today’s US truck owners have some college education, with a quarter holding degrees. Nearly half are employed in professional, technical or managerial positions.
Surprise, surprise, nearly all of them are blokes, mostly in their 40s.
These well-heeled suburbanites own a fleet of vehicles: the majority have three or more and nearly one third own at least four!
Ford estimates owners buy about $1600 worth of bits to customise their trucks. Lighted running boards, tray liners, painted headlight covers, strobe lights, air horns – the usual gumpf.
Hell, you can order your F-150 with a choice of five separate V8 engines. But if the F-150 is a little too effete then step right up (literally) to an F-Series Super Duty, an F-250 or F-350.
No longer the workhorse, more the urban combat vehicle, Ford’s super-selling pick-up truck was bought in lieu of a passenger car by an astonishing 160,000 Americans last year. To put those numbers into perspective, 160,000 car “defectors” to the F-150 represent the combined total of Falcon and Commodore sales in Australia.
Will Australians warm to this imminent American landing? The next two years will tell. Meanwhile, Chrysler is giving its plans plenty of thought.
The outfit that enjoyed such spectacular success in Australia selling its Jeep brand has a bumper truck catalogue with macho names such as Ram (an eight-litre V10 with a nose like a Mack truck), Durango and Dakota (roll the sound-track from The Magnificent Seven) and its latest whopper, the simply named Big Red Truck.
Subtle? No way!
Notes from Detroit
Collector’s edition
Ford is selling collectible toy models of its 50th anniversary pick-up trucks not just through dealers and hobby shops but via mail-order catalogues and the QVC shopping network. They’ll get the five-truck boxed set. Wal-Mart, Kmart and Toys ‘R’ Us will market do-it-yourself models.
A recent Tonka Toy F-150 sold out in a blink. The craze even has its own magazine: Toy Trucker And Contractor. Only in America …
Chrome is good
To Australian eyes it might look like a Louisville interstate semi but in the US the Lincoln Navigator, a behemoth weighing twice as much as a Commodore wagon, is the hot ticket. Powered by a 5.4-litre V8, the Navigator is setting sales records.
Purple prose
“The rugged landscape of Utah’s red-rock canyon country is a place that separates the men from the boys… the contenders from the pretenders… the thoroughbreds from the also-rans.”
Chevrolet puts another cliche or two on the barbie in a brochure to launch its new Silverado pick-up trucks at the Detroit Show. A cowboy on a horse did the motor show honours, with free neckerchiefs for the media. The Italians were mightily amused.
Loaded
There’s nothing basic about GMC’s Yukon Denali full-size pick-up trucks. No sir! We’re talking heated leather seats, Bose sound systems and on-board satellite navigation – presumably for those cowboys born under a wanderin’ star.
So, what happened next?
Australia did end up on the receiving end of a range of F-Series pick-up trucks, with both the larger F-250 and F-350 arriving on our shores in 2001. Strangely, missing in action from our local line-up was the more compact F-150 which, you have to imagine, would have been the volume seller in Australia.
Still, when Ford in US was selling every single F-150 it could make in any given year, it’s little wonder there remained a reluctance to sacrifice all those fat American profits for a few right-hand drive models on a far-flung outpost.
Australian-delivered F-350
Aussie buyers, while not embracing the larger F-250 and F-350 pick-ups, did buy them in sufficient quantities to ensure they remained available for around five or six years. At their peak, Ford sold 2480 of its pair of Yankee load-luggers in 2002, their first full year on sale.
By the time sales dwindled to a trickle, total sales in Australia for the six years from 2001-07 across both models ran to just under 9000, not a bad return on investment for the Blue Oval.
This year marks the return of the F-Series truck to Australia, with Ford Australia importing the best-selling F-150 and tasking the conversion of left- to right-hand drive to Melbourne-based RMA Automotive. But local sales hit a roadblock earlier this month, with Ford Australia pausing deliveries and issuing a stop-sale notice while a suspected fault related to the turbocharger is investigated.
Ford’s entry into the market with its F-150 (pictured above) comes on the back of customer demand for larger pick-up trucks, with Ram and Chevrolet posting sales too large to ignore. Toyota has followed suit, bringing its full-size Tundra pick-up Down Under in a bid to capture a slice of the large pick-up truck pie.
None of this has gone unnoticed with the general public, sparking debate about the appropriateness of American pick-up trucks in Australia.
But despite the unease amongst certain sections of the public, it’s the buyers who have spoken, snapping up the American creations in ever-bigger numbers. It’s clear, American pick-up trucks are here to stay. RM
Have your say, should Australians embrace these larger style pick-up trucks or are our dual-cab utes already big enough? Let us know in the comments below.
The smaller G-Class will be offered exclusively with battery-electric power when it goes on sale later this decade.
Mercedes EQG concept.
The new ‘baby’ Mercedes-Benz G-Class will not be offered with petrol or diesel power when it arrives in showrooms in 2026 at the earliest.
While there was some suggestion a petrol or diesel version could be developed, Mercedes-Benz technical boss Markus Schafer told UK publication Autocar the smaller sibling to the G-Class would be electric-only.
The new model – expected to be closer in size to a Jeep Wrangler than a Suzuki Jimny – is set to use heavy-duty ladder-frame underpinnings derived from the full-size G-Class, rather than use the Mercedes Modular Architecture (MMA) shared with the new CLA, as previously anticipated.
This is because the ‘Little G’ – its final showroom name has not been announced – needs to offer the genuine off-road capability of its larger sibling, with Mercedes having previously said the Little G will offer similar ability.
It will be the third member of the ‘G’ family alongside the full-size petrol and diesel G-Class, and this year’s upcoming electric EQG, which was previewed by a ‘near production ready’ prototype at the Consumer Electronics Show earlier this month.
The G-Class department at Mercedes-Benz has effectively become a sub-brand within the company, such is its importance.
The EQG at 2024 CES – first shown in a concept in 2021 and tested by Drive in 2022 – uses a modified version of the G-Class ladder-chassis with four electric motors, with each motor able to control the speed of its individual wheel for enhanced off-road capability.
The ‘Little G’ is also expected to use an 800-volt electrical system for ultra-fast charging times, and offer a driving range of approximately 500km between recharges, according to reports out of Europe.
Mercedes-Benz teased the silhouette of the ‘Little G’ last year, confirming it will look much like its full-size sibling.
Authorities warned the woman she could be fined for not moving the stolen Opel after they found it upside down on a dried-out marsh in Spain.
A French woman has been left surprised and angry after Spanish authorities informed her they found her stolen Opel Kadett upside down in a dried-out swamp – 26 years after the theft occurred.
Authorities then threatened her with a fine if she didn’t remove the car from the area.
Emi Carrasco said the vehicle was stolen during a family outing at a beach in Spain on 5 August 1997, and immediately reported the car missing.
With no further information from authorities at the time, Ms Carrasco claimed she forgot about it until local police told her they found the vehicle on 17 January 2024 in the Riudecanyes marsh – located in the northeastern Spanish region of Catalonia.
The car remained submerged underwater for more than 20 years until a drought exposed the land, revealing the stolen car.
In a turn of events, Ms Carrasco was told she could be fined if she didn’t move the stolen vehicle.
“I thought it was a joke,” she said in a media statement.
To avoid paying the surprising fine, Ms Carrasco claimed she showed authorities the original stolen report – which was filed when she informed police the Opel Kadett missing.
The France native said it had some sentimental value to her as it was the first vehicle she bought and shared with her husband Manolo after their wedding – the car also contained the original documents, as well as some personal belongings.
Local police said they are opening an investigation into the person responsible for the theft.
The largest electric SUV from Hyundai has lost much of its camouflage in its latest sighting in the US, ahead of showroom arrivals later this year.
The upcoming Hyundai Ioniq 7 seven-seat electric SUV has been spotted with less camouflage than ever before, ahead of its Australian arrival by the end of this year.
An image posted to Instagram by @kindelauto confirms the production Ioniq 7 – the Hyundai twin to the Kia EV9 electric SUV – will borrow heavily from the 2021 ‘Seven’ concept.
The light design borrows cues from other new Hyundais – including the Staria people mover and Kona small SUV – with a large strip running across the width of the bonnet.
The contouring of the camouflage suggests there is likely to be the black plastic cladding around the wheel arches, while retractable door handles, a glass roof, and a pair of roof rails can also be seen.
Underpinned by the same E-GMP electric-vehicle platform as the Ioniq 5 and 6, the Ioniq 7 is expected to share its 76.1kWh and 99.8kWh batteries with the Kia EV9.
Specifications are yet to be revealed, but Hyundai has previously indicated the Ioniq 7 will have a claimed electric driving range of more than 483km in its most efficient form.
The 2024 Hyundai Ioniq 7 is expected to be unveiled in the coming months, ahead of Australian arrivals by the end of this year.
The Dodge Omni GLH and GLHS were every bit as good as the poster children for 1980s hot hatches, the Volkswagen Golf GTI and Peugeot 205 GTI
When we think of the countries that produced – and continue to produce – great hot hatches, our minds drift to the tuning houses of Germany, of France, Italy, Japan and more recently, South Korea. We do not think, and never have, of the United States of America.
The good ol’ US of A has its own unique performance car formula, one where brute force triumphs over finesse. There’s no replacement for displacement, goes the old aphorism, as evidenced by an American back catalogue of iconic muscle cars dating back to the 1960s. In the US, if you wanted high performance out of your car, you needed a V8. Preferably, a big one.
The idea of a four-cylinder buzzbox taking on and beating legendary American Iron is anathema to this well-established culture. After all, bigger is always better, right?
But, for one brief shining moment, a US carmaker built a hot hatch, and a genuine one at that, one whose performance would not be put to shame against Europe’s finest. And one which could more than hold its own against American muscle.
A regular Dodge Omni, before Carroll Shelby got his hands on it
The genesis of America’s hot hatch dates back to 1973 and the OPEC-led oil crisis, a series of events that had lasting impacts on the world.
In America, the crisis triggered alarms in its domestic automotive industry, an industry that had been dominated by big, heavy, V8-powered cars with, unsurprisingly, terrible fuel economy.
With the oil crisis in full swing, American new car buyers abandoned their beloved gas guzzlers in favour of smaller, more economical cars, imported from Japan and Germany and France and Britain. Seeing money walk out of American dealerships into foreign-owned new car forecourts sent ripples of panic through the Big Three – Ford, General Motors and Chrysler.
All three rushed through engineering and production of small cars designed to appeal to this new fuel-miserly cohort of buyers.
Ford leant on its European division to bring the Fiesta to the US
Ford leant on its European division and began importing German-built Fiestas while Chevrolet hurried through the development of the Chevette which would form the basis of its global ‘T-car’ (it formed the basis of many models around the world including our own Holden Gemini).
But it was Chrysler who really took the rabbit by the ears, so to speak, developing its own front-wheel drive, four-cylinder hatchback, and one that had the mumbo to take on the European and Japanese imports so favoured by American buyers.
Launched in 1978, the Dodge Omni – and its Plymouth Horizon twin – proved an affordable alternative to the best-selling Volkswagen Rabbit (known as Golf to the rest of the world) which had won the hearts and wallets of a budget-conscious American public.
The Volkswagen Rabbit, known as the Golf to the rest of the world, provided the inspiration for Chrysler’s hatchback
The story goes that Chrysler went so far as to buy 79 VW Rabbits for its engineering team to evaluate. There were so many of the German hatchback getting around Chrysler’s Highland Park headquarters at one point, employees used to joke about the Rabbits breeding like, well, rabbits.
Cue the Dodge Omni, which launched in 1978, an affordable, spacious five-door hatchback with a Volkswagen-sourced 1.7-litre overhead cam inline four making 56kW and 122Nm. Transmission choices ran to either a VW-sourced four-speed manual or Chrysler’s A404 three-speed automatic.
While 57kW and 122Nm weren’t anything to crow about, the Omni’s slender 982kg frame meant the combination proved not only capable, but according to contemporary reports, ‘quite perky’. And it was an instant hit, the Omni/Horizon twins flying out of Chrysler dealerships, some 200,000 in the first year alone. And it was good enough to win Motor Trend’s Car of the Year gong in 1978.
Only in America… a run-of-the-mill Dodge Omni with the ‘woody’ treatment
The success of the Omni and Horizon twins came at the right time for the automaker. Chrysler had been teetering on the brink of financial ruin until the introduction of the Omni, which not only became the company’s best-selling car, but also helped secure it crucial government funding, shoring up its future.
So much so, that by the mid-1980s, Chrysler was looking to inject some fun back into its range after a decade of conservative engineering. And it turned to none other than American tuning legend Carroll Shelby.
By 1984, the Shelby-designed and conceived Dodge Omni GLH hit showroom floors, the first genuine US hot hatch. Shelby took the bull by the horns when developing the GLH, stuffing a Chrysler 2.2-litre inline-four under the bonnet, good for 82kW, a considerable bump in power over the regular hatchback. Shelby’s modifications didn’t end there, with stiffer suspension, better brakes as well as grippier rubber all making their way into the GLH.
The Dodge Omni GLH, America’s first proper hot hatch
Things got even better in 1985, with Shelby adding turbocharging to the 2.2-litre four-pot, now good for 108kW, almost double what the original Omni’s 1.7-litre pumped out.
And it sold in decent numbers too, with over 10,000 of the little hot hatches finding new homes in 1985-86.
Things were about to get better still for lovers of fast fours, despite Chrysler pulling the pin on the Omni GLH at the end of the 1986 model year.
Shelby, ever the thinker and tinkerer, brokered a deal to buy the last remaining 500 of Chrysler’s stellar hot hatch. He shipped them to his California workshop where work got underway to turn the Dodge Omni into something else altogether. As was so often the case with anything Shelby turned his hand to, a legend was about to be born.
The Shelby Omni GLHS was nothing short of sensational. Boasting a more powerful and bigger Garrett turbo, a larger throttle body, uprated Bosch injectors and retuned intake and exhaust manifolds, the Omni GLHS now pumped out 130kW and 237Nm, sent to the front wheels via a five-speed manual gearbox.
The Shelby Omni GLHS tore up the hot hatch rulebook
With boost turned up, the GLHS could cover the US benchmark sprint from 0-60mph in just 6.7 seconds, mightily quick for its day. Top speed ran to a claimed 130mph (209km/h), and instead of Shelby replacing the incumbent dials of the GLH, Shelby simply removed the limiting pin on the speedometer located at 85mph, and added some stickers to showcase the GLHS’s new top speed. Quirky. Fun. Different.
Suspension modifications ran to adjustable Koni shock absorbers and struts, stiffer springs and rollbars while the Omni GLHS sat on unique to the model Centurion alloys, designed by Carroll Shelby himself.
Inside, a leather steering wheel took centre stage while each car bore a numbered and signed plaque on the dash.
Contemporary tests suggest the Shelby Omni GLHS was one of the fastest American production cars of its era, and to test this seemingly outrageous claim, American Hot Rod magazine put the little hot hatch to the test against another Shelby-fettled legend, a 1965 GT350 Shelby Mustang.
As per Hot Rod’s 1986 cover story: “The two cars took to the track looking as mismatched as David and Goliath. It was a growling V-8 against a muffled straight-four. A fat-rubbered, rear-drive, 3000-pound muscle car versus a gumballed, front-drive, 2300-pound shoebox. Surely Shelby was starting to sweat.
“The contest came up to speed in a hurry, as the GLHS took off in an effort to stretch an advantage, with the GT350 in hot pursuit. The gap opened to about 10 car lengths, where it remained for three rapid laps.
Carroll Shelby and his pocket rocket creation
“Much to our amazement, the GT350 showed no significant advantage anywhere on the course. It reeled in a few car lengths at the exit of the low-speed corners, but was held at bay down the remaining straights. The GLHS had slightly higher corner entrance speeds and was able to pull out a few lengths in the really tight stuff.
“Feeling a wealth of confidence, we backed off the throttle in the GLHS, letting [the GT350 Mustang] charge about 10 car lengths ahead.
“With both cars back up to speed, another three-lap ding-dong developed: this time the GLHS closed up. By mid-point of the second lap the GLHS was on the trunk of the GT350. To pass it would serve no point. The cars returned to the pits together. [Carroll] Shelby beamed.”
A legend was born.
We’ve saved the best part of this story for last. While the folks in Europe were usually adding GTI badges to their hot creations, Dodge drove a different road when it came to distinguishing its fast models from its everyday, run-of-the-mill and humble range of Omni hatchbacks.
At Carroll Shelby’s suggestion, the first hot Dodge Omni wore a GLH badge. But what is GLH, I hear you ask? Only Shelby could come up with Goes Like Hell.
And when the Texan boosted the Omni GLH’s performance even more under his own banner, he simply added an S to create the Shelby Omni GLHS, or in Shelby-speak, Goes Like Hell S’more. Legend.
What do you think? Is the Dodge Omni GLH (and GLHS) a forgotten great of the hot hatch genre? Let us know in the comments below.
